WO2022199217A1 - Vector control method for vehicle permanent magnet synchronous electric motor based on direct current power - Google Patents

Vector control method for vehicle permanent magnet synchronous electric motor based on direct current power Download PDF

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WO2022199217A1
WO2022199217A1 PCT/CN2022/070799 CN2022070799W WO2022199217A1 WO 2022199217 A1 WO2022199217 A1 WO 2022199217A1 CN 2022070799 W CN2022070799 W CN 2022070799W WO 2022199217 A1 WO2022199217 A1 WO 2022199217A1
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current
module
angle
output
permanent magnet
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PCT/CN2022/070799
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French (fr)
Chinese (zh)
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及刂非凡
李静
陈雨薇
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浙大城市学院
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Priority to JP2022523544A priority Critical patent/JP2023522507A/en
Priority to US17/740,285 priority patent/US11711038B2/en
Publication of WO2022199217A1 publication Critical patent/WO2022199217A1/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/22—Current control, e.g. using a current control loop
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/022—Synchronous motors

Definitions

  • the invention belongs to the field of permanent magnet synchronous motor control, in particular to a vector control method of a permanent magnet synchronous motor for vehicles based on DC power.
  • IPMSM vehicle built-in permanent magnet synchronous motor
  • the embedded permanent magnet synchronous motor has the characteristics of high power density, wide operating range and high efficiency and is widely used in the drive motor of electric vehicles; its torque equation is:
  • the operation of the vehicle IPMSM relies on the inverter to convert the bus of the power battery into three-phase alternating current, which means that the motor terminal voltage is constrained by the DC bus;
  • the voltage equation of the IPMSM is:
  • V d is the d-axis voltage of the motor
  • V q is the q-axis voltage of the motor
  • R s is the stator resistance
  • ⁇ is the electrical angular velocity of the motor.
  • V dc is the bus voltage
  • MI max is the maximum modulation index of the motor control system, and its value is generally around 1, and the maximum is 1.1027.
  • the dq current combination corresponding to each torque under different busbars and speeds is still obtained by means of experiment calibration; then these data are tabulated and stored in digital In the control chip, when the motor is running in real time, the torque commands at different speeds and bus voltages are converted into corresponding dq current commands by looking up the table.
  • the patent document CN101855825B proposes a more representative solution.
  • the voltage deviation is obtained according to the difference between the voltage output by the current regulator and the voltage limit, and the deviation is passed through the proportional integral link.
  • PI The current correction amount ⁇ I d is obtained and superimposed on the d-axis current given, and the upper limit of the correction amount is limited to 0, so as to deepen the field weakening and achieve the purpose of field weakening control.
  • the purpose of the present invention is to provide a vector control method for a permanent magnet synchronous motor for vehicles based on DC power, aiming at the deficiencies of the prior art.
  • a DC power-based vehicle permanent magnet synchronous motor vector control method comprising a current closed-loop adjustment module, a modulation ratio deviation calculation module, a current command angle compensation module, and a current angle pre-control module.
  • the input of the current closed-loop adjustment module is the dq current command output by the current given vector correction module, and after passing through the proportional integral controller, the dq voltage command is output;
  • the input of the modulation ratio deviation calculation module is the dq voltage command output by the current closed-loop adjustment module.
  • the desired modulation ratio MI ref is obtained through the square and square root, the difference is made with the desired maximum modulation ratio MI max of the control system, and then low-pass filtering is performed.
  • the output modulation ratio deviation ⁇ MI is the output modulation ratio deviation ⁇ MI;
  • the input of the current command angle compensation module is the modulation ratio deviation output by the modulation ratio deviation calculation module, and after passing through the proportional integral compensator, the corrected angle is output;
  • the current angle preset module is used to preset the current angle
  • the current command angle limit comparator is used to limit the current angle after correction angle compensation output by the current command angle compensation module to the current angle preset by the current angle preset module;
  • the input of the current given amplitude compensation module is the difference ⁇ P between the active power and the real-time power. After proportional and integral adjustment, the output current given amplitude adjustment value;
  • the input of the current given vector correction module is the current size
  • the dq voltage command is obtained through the proportional integral controller through the deviation of the dq current command idref , i qref and the dq current feedback, respectively.
  • the difference ⁇ MI 0 between MI max and MI ref is:
  • v d_ref and v q_ref are dq voltage commands
  • V dc is the bus voltage
  • k p , k i are the proportional coefficient and integral coefficient of the proportional integral compensator; ⁇ MI is the modulation ratio deviation.
  • the current angle presetting module performs a maximum torque current ratio MTPA current angle curve characterization limit on the orientation of the motor, and presets the current angle as ⁇ pre .
  • the current command angle limit comparator is used to limit the current angle to:
  • ⁇ is the current angle before field weakening control.
  • the current given amplitude adjustment amount ⁇ i the current given amplitude adjustment amount ⁇ i:
  • P tab is the active power
  • P calcu is the real-time power
  • U bus is the sampling value of the bus voltage
  • I bus is the sampling value of the bus current
  • k pP , k iP are the proportional integral in the current given amplitude compensation module The proportional coefficient and integral coefficient of .
  • the adjustment direction of the present invention is always the weak magnetic direction, and the instability caused by repeated adjustment will not occur;
  • the present invention ensures the accuracy of the torque while ensuring the traditional weak magnetic target that the system is controlled and not unstable.
  • Fig. 1 is a topological structure block diagram of the prior art of field weakening control
  • Fig. 2 is the overall topology structure block diagram of the present invention
  • Fig. 3 is the schematic diagram of the calculation link of modulation ratio deviation
  • FIG. 4 is a schematic diagram of a current command angle compensation module
  • FIG. 5 is a schematic diagram of setting a preset angle by a current angle preset module; wherein, the unit of the current is A;
  • FIG. 6 is a schematic diagram of a current given amplitude compensation module
  • FIG. 7 is a schematic diagram of the current angle correction in the weak magnetic region; wherein, the unit of the current is A;
  • Figure 8 is a schematic diagram of the change trend of the current angle before and after the correction; wherein, the unit of the current is A, 1 is before the correction, and 2 is after the correction;
  • Figure 9 is a comparison diagram of the current angle before and after correction
  • 10 is a comparison diagram of the measured current-torque curves of the electric drive systems M1 and M2; wherein, the unit of torque is Nm, and the unit of current is A;
  • 11 is a comparison diagram of the measured current-torque curves of the electric drive systems M1 and M3; wherein, the unit of torque is Nm, and the unit of current is A.
  • a DC power-based vector control method for a permanent magnet synchronous motor for vehicles of the present invention includes:
  • This part is the dependent module of the present invention, and its function is to obtain the dq voltage command v dqref through the proportional integral PI controller through the dq current command i dref , the deviation of the i qref and the dq current feedback, respectively.
  • MI ref is obtained from the square and square root of the dq voltage command output by the current closed-loop regulation module:
  • v d_ref and v q_ref are the dq components of v dqref
  • V dc is the bus voltage
  • ⁇ MI 0 is obtained by the difference between the expected maximum modulation ratio MI max of the control system and the expected modulation ratio MI ref :
  • the modulation ratio deviation ⁇ MI is obtained through a low-pass filter (LPF); among them, the function of the low-pass filter is to remove the high-frequency noise in the dq current closed-loop adjustment module, so that the output field weakening control device can smooth the output current correction amount and prevent The motor torque fluctuates greatly.
  • LPF low-pass filter
  • k p and k i are the proportional coefficient and integral coefficient of the proportional integral compensator.
  • the current command angle limit comparator the angle after the compensation of the current command angle compensation module is limited to above the preset angle ⁇ pre of the current angle preset module, ⁇ + ⁇ pre ; Wherein, ⁇ is before the field weakening The angle of the current vector.
  • U bus is the sampling value of the bus voltage V dc
  • I bus is the sampling value of the bus current I dc .
  • the DC power P tab is obtained by looking up the table.
  • k pP and k iP are the proportional coefficient and integral coefficient of the proportional integral in the current given amplitude compensation module.
  • This embodiment builds an electric drive system M1 based on all the above modules, and obtains test data under the same electric drive system M1 as shown in Figures 7-9, which proves that the current angle preset module, the current command angle limit comparator, and the current given vector correction module effectiveness.
  • the current command angle limit comparator and the current given vector correction module start to function, and the dq current operation curve changes correspondingly.
  • the current angle is automatically corrected in the field weakening region.
  • the slope of the curve in the figure is not 1, it means that the actual angle is greater than the preset angle ⁇ pre , and the current given vector correction module corrects the angle after 120°, and the correction effect is in the circle.
  • the current given amplitude compensation module in the electric drive system M1 is removed to obtain another electric drive system M2, and the current sampling gain of M2 is set higher than that of M1, and the floating ratio is 3%; as shown in Figure 10, the electric drive system M2 The current sampling gain of is greater than that of M1, resulting in the actual torque of M2 being less than that of M1.
  • the electric drive system M3 is obtained by adding a current given amplitude compensation module to the electric drive system M2, and the current sampling gains of M2 and M3 are the same.
  • the torque of the electric drive system M3 using the current given amplitude compensation module is basically the same as that of M1 .
  • Figures 10 to 11 prove the effectiveness of the current given amplitude compensation module.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

Disclosed in the present invention is a vector control method for a vehicle permanent magnet synchronous electric motor based on direct current power. The method comprises a current closed-loop adjustment module, a modulation ratio deviation calculation module, a current instruction angle compensation module, a current angle preset module, a current instruction angle limit comparator, a current given amplitude compensation module and a current given vector correction module. By means of the present invention, an adjustment direction is always a flux weakening direction, such that instability caused by repeated adjustment does not occur; by means of the present method, simultaneous correction is performed by means of introducing a dq current, such that the pressure of preventing voltage saturation can be shared to the dq current, and the deviation of an output torque due to excessive adjustment of a uniaxial current is prevented from being too large; and by means of the present invention, the precision of the torque is ensured while ensuring a traditional flux weakening goal of stabilizing the control of the system.

Description

一种基于直流功率的车用永磁同步电机矢量控制方法A vector control method of permanent magnet synchronous motor for vehicle based on DC power 技术领域technical field
本发明属于永磁同步电机控制领域，尤其涉及一种基于直流功率的车用永磁同步电机矢量控制方法。The invention belongs to the field of permanent magnet synchronous motor control, in particular to a vector control method of a permanent magnet synchronous motor for vehicles based on DC power.
背景技术Background technique
在车用内置式永磁同步电机(IPMSM)控制***中，由于实际应用场景中被控对象—IPMSM不可避免地出现变化而使得控制程序中预先固化的控制参数失效，导致电机高速运行弱磁不足引起电压饱和，危及电机驱动***的稳定性。In the vehicle built-in permanent magnet synchronous motor (IPMSM) control system, due to the inevitable change of the controlled object-IPMSM in the actual application scenario, the pre-solidified control parameters in the control program become invalid, resulting in insufficient field weakening in the high-speed operation of the motor. Causes voltage saturation and endangers the stability of the motor drive system.
内嵌式永磁同步电机具有功率密度大，运行范围宽和效率高的特点而被广泛用于电动汽车的驱动电机；其转矩方程为：The embedded permanent magnet synchronous motor has the characteristics of high power density, wide operating range and high efficiency and is widely used in the drive motor of electric vehicles; its torque equation is:
Figure PCTCN2022070799-appb-000001
Figure PCTCN2022070799-appb-000001
其中，T e为电机的电磁转矩；P n为电机磁极对数；
Figure PCTCN2022070799-appb-000002
为转子永磁体磁通；i q为q轴电流，i d为d轴电流；L d为d轴电感；L q为q轴电感；在IPMSM正常驱动过程中，T e>0,i q>0,i d<0,L d<L q。 Among them, T e is the electromagnetic torque of the motor; P n is the number of pole pairs of the motor;
Figure PCTCN2022070799-appb-000002
is the rotor permanent magnet magnetic flux; i q is the q-axis current, id is the d -axis current; L d is the d-axis inductance; L q is the q-axis inductance; in the normal driving process of the IPMSM, T e >0, i q > 0, id <0,L d < L q .
由上式可以看出，转矩与电流成正相关，但不同的dq轴电流组合会对应不同的转矩，每个固定的电流幅值下都会有一组特定的dq电流组合使电机在该电流下能输出最大的转矩。由于磁场饱和，在电流大于某个范围后dq轴电感L d、L q随着电流的变化而变化，变化范围最大可达200％之多。这些参数的变化使得在线求解每个电流下的最优dq电流组合变得十分困难甚至不可行。因此在车用电机控制中，一般通过实验的方法测试标定得到每个转矩对应的最优电流组合。全转矩范围内的所有这样的电流组合连成的线叫做IPMSM的最大转矩电流比(MTPA)曲线。 It can be seen from the above formula that torque is positively related to current, but different dq-axis current combinations will correspond to different torques. Under each fixed current amplitude, there will be a set of specific dq current combinations that make the motor run under this current. Can output the maximum torque. Due to the saturation of the magnetic field, when the current exceeds a certain range, the dq-axis inductances L d and L q change with the change of the current, and the change range can be as much as 200%. The variation of these parameters makes it difficult or even impossible to find the optimal dq current combination for each current online. Therefore, in the vehicle motor control, the optimal current combination corresponding to each torque is generally obtained through the test and calibration of the experimental method. The combined line of all such currents over the full torque range is called the IPMSM's Maximum Torque-to-Current Ratio (MTPA) curve.
此外，车用IPMSM的运行依赖由逆变器将动力电池的母线转换为三相交流电，这就意味着电机端电压受到直流母线的约束；IPMSM的电压方程为：In addition, the operation of the vehicle IPMSM relies on the inverter to convert the bus of the power battery into three-phase alternating current, which means that the motor terminal voltage is constrained by the DC bus; the voltage equation of the IPMSM is:
Figure PCTCN2022070799-appb-000003
Figure PCTCN2022070799-appb-000003
Figure PCTCN2022070799-appb-000004
Figure PCTCN2022070799-appb-000004
其中，V d为电机d轴电压，V q为电机q轴电压；R s为定子电阻，ω为电机的电角速度。 Among them, V d is the d-axis voltage of the motor, V q is the q-axis voltage of the motor; R s is the stator resistance, and ω is the electrical angular velocity of the motor.
在高速稳态下，电机端电压V s的幅值近似为： In the high-speed steady state, the magnitude of the motor terminal voltage Vs is approximately:
Figure PCTCN2022070799-appb-000005
Figure PCTCN2022070799-appb-000005
当电机转速升高时，电机端电压升高，当其超过母线电压能提供的交流电压幅值时就需要进行弱磁控制，而当前母线下能提供的最大交流电压为电压限制V s_lmt，表达式一般为： When the motor speed increases, the motor terminal voltage increases. When it exceeds the AC voltage amplitude that the bus voltage can provide, field weakening control is required, and the current maximum AC voltage that can be provided under the bus is the voltage limit V s_lmt , which is expressed as The formula is generally:
Figure PCTCN2022070799-appb-000006
Figure PCTCN2022070799-appb-000006
其中，V dc为母线电压，MI max为电机控制***最大调制比(maximum modulation index)，其取值一般为1附近，最大为1.1027。 Among them, V dc is the bus voltage, MI max is the maximum modulation index of the motor control system, and its value is generally around 1, and the maximum is 1.1027.
为了获得既能满足转矩方程，又能满足电压限制的电流组合，仍然通过实验的手段标定获取不同母线和转速下每个转矩对应的dq电流组合；而后将这些数据制成表格存储在数字控制芯片中，在电机实时运行时通过查表将不同转速和母线电压下的转矩指令转换成对应的dq电流指令。In order to obtain a current combination that can satisfy both the torque equation and the voltage limit, the dq current combination corresponding to each torque under different busbars and speeds is still obtained by means of experiment calibration; then these data are tabulated and stored in digital In the control chip, when the motor is running in real time, the torque commands at different speeds and bus voltages are converted into corresponding dq current commands by looking up the table.
上述过程能正常工作的前提是，通过对样机实验标定获取的电流组合能够适用于同款每一台电机；而在实际应用中，有以下几个方面会造成这种假设不再成立：The premise that the above process can work properly is that the current combination obtained through the experimental calibration of the prototype can be applied to each motor of the same model; in practical applications, the following aspects will cause this assumption to no longer hold:
1.电机在批量生产时工艺、物料不可避免的会导致电机的不一致性；1. When the motor is mass-produced, the process and materials will inevitably lead to the inconsistency of the motor;
2.电机的旋变偏移量产生偏差时，即使在电流调节器正常工作的情况下，也会导致控制上磁场定向偏差，进而导致电机中的实际dq电流与期望的电流指令不一致；2. When the resolver offset of the motor deviates, even when the current regulator is working normally, it will lead to the deviation of the magnetic field orientation in the control, which will cause the actual dq current in the motor to be inconsistent with the expected current command;
3.环境温度的变化会对永磁体磁链产生影响，在温度降低时，会使
Figure PCTCN2022070799-appb-000007
升高，导致标定得到的dq电流指令不再满足电压限制。 3. Changes in ambient temperature will affect the permanent magnet flux linkage. When the temperature decreases, it will cause
Figure PCTCN2022070799-appb-000007
If it increases, the dq current command obtained by calibration no longer meets the voltage limit.
因此，为了增强电驱动控制***的高速运行区域的鲁棒性，一般都会加入弱磁控制环节。Therefore, in order to enhance the robustness of the high-speed operation region of the electric drive control system, a field weakening control link is generally added.
针对电机控制弱磁问题，专利文献CN101855825B提出了一种较为代表性的解决方案，如图1所示，根据电流调节器输出的电压与电压限制作差得到电压偏差，将该偏差经过比例积分环节(PI)得到电流修正量△I d叠加在d轴电流给定上，并对该修正量做了上限为0的限幅，从而加深弱磁，达到弱磁控制的目的。根据式(3)，当
Figure PCTCN2022070799-appb-000008
时，加大负向的i d，可以降低输出电压，即此种方案是有效的；但是当
Figure PCTCN2022070799-appb-000009
时，继续增加负向的i d，则会使得V q反向增大导致输出电压进一步升高，反而会致使电压饱和现象更为严重；因此，使用该方法时必须要保证
Figure PCTCN2022070799-appb-000010
但是，在车用电机控制中，如果加入此限制，那么电机在高速区域的磁阻转矩就没有被充分利用，牺牲了电机的性能。采用上述方案中在电压饱和时降低i d的做法，能够加深弱磁场使电机退出电压饱和状态，但是该方法对输出转矩的影响较大，因为仅仅靠修正i d，需要较大的i d修正量，dq电流组合发生较大变化，以至对输出转矩造成较大影响。非专利文献(T.M.Jahns,“Flux Weakening Regime Operation of an Interior Permanent-Magnet Synchronous Motor Drive”,IEEE Trans.on Ind.Appl.,vol.IA-23,no.4,pp.55-63,1987)提出了一种在弱磁区降低i q的方法，但是仅仅调节单个电流同样面临对输出转 矩造成较大影响的问题。暂未发现较好的现有技术能够有效地应对电压饱和问题，又尽可能小的对输出转矩造成影响。 For the problem of motor control field weakening, the patent document CN101855825B proposes a more representative solution. As shown in Figure 1, the voltage deviation is obtained according to the difference between the voltage output by the current regulator and the voltage limit, and the deviation is passed through the proportional integral link. (PI) The current correction amount ΔI d is obtained and superimposed on the d-axis current given, and the upper limit of the correction amount is limited to 0, so as to deepen the field weakening and achieve the purpose of field weakening control. According to formula (3), when
Figure PCTCN2022070799-appb-000008
When , increasing the negative id can reduce the output voltage, that is, this scheme is effective; but when
Figure PCTCN2022070799-appb-000009
When the negative id continues to increase, the reverse increase of V q will lead to a further increase of the output voltage, but will cause the voltage saturation phenomenon to become more serious; therefore, when using this method, it must be ensured that
Figure PCTCN2022070799-appb-000010
However, in vehicle motor control, if this restriction is added, the reluctance torque of the motor in the high-speed region will not be fully utilized, sacrificing the performance of the motor. Using the method of reducing id when the voltage is saturated in the above scheme can deepen the weak magnetic field and make the motor exit the voltage saturation state, but this method has a greater impact on the output torque, because only by correcting id , a larger id is required If the correction amount is changed, the dq current combination will change greatly, so that the output torque will be greatly affected. Non-patent literature (TM Jahns, "Flux Weakening Regime Operation of an Interior Permanent-Magnet Synchronous Motor Drive", IEEE Trans. on Ind. Appl., vol. IA-23, no. 4, pp. 55-63, 1987) proposed A method to reduce i q in the field weakening region is proposed, but only adjusting a single current also faces the problem of causing a greater impact on the output torque. It has not been found that a better prior art can effectively deal with the problem of voltage saturation and cause as little impact on the output torque as possible.
发明内容SUMMARY OF THE INVENTION
本发明的目的在于针对现有技术的不足，提供一种基于直流功率的车用永磁同步电机矢量控制方法。The purpose of the present invention is to provide a vector control method for a permanent magnet synchronous motor for vehicles based on DC power, aiming at the deficiencies of the prior art.
本发明的目的是通过以下技术方案来实现的：一种基于直流功率的车用永磁同步电机矢量控制方法，包括电流闭环调节模块、调制比偏差计算模块、电流指令角度补偿模块、电流角度预设模块、电流指令角度限制比较器、电流给定幅值补偿模块和电流给定矢量修正模块；The object of the present invention is achieved through the following technical solutions: a DC power-based vehicle permanent magnet synchronous motor vector control method, comprising a current closed-loop adjustment module, a modulation ratio deviation calculation module, a current command angle compensation module, and a current angle pre-control module. Setting module, current command angle limit comparator, current given amplitude compensation module and current given vector correction module;
电流闭环调节模块的输入为电流给定矢量修正模块输出的dq电流指令，经过比例积分控制器后，输出dq电压指令；The input of the current closed-loop adjustment module is the dq current command output by the current given vector correction module, and after passing through the proportional integral controller, the dq voltage command is output;
调制比偏差计算模块的输入为电流闭环调节模块输出的dq电压指令，经过平方和开方得到期望的调制比MI ref后，与期望的控制***最大调制比MI max作差，再经过低通滤波器后，输出调制比偏差△MI； The input of the modulation ratio deviation calculation module is the dq voltage command output by the current closed-loop adjustment module. After the desired modulation ratio MI ref is obtained through the square and square root, the difference is made with the desired maximum modulation ratio MI max of the control system, and then low-pass filtering is performed. After the controller, the output modulation ratio deviation △MI;
电流指令角度补偿模块的输入为调制比偏差计算模块输出的调制比偏差，经过比例积分补偿器后，输出校正角度；The input of the current command angle compensation module is the modulation ratio deviation output by the modulation ratio deviation calculation module, and after passing through the proportional integral compensator, the corrected angle is output;
电流角度预设模块用于预设电流角度；The current angle preset module is used to preset the current angle;
电流指令角度限制比较器用于将电流指令角度补偿模块输出的校正角度补偿后的电流角度，限定在电流角度预设模块预设的电流角度之上；The current command angle limit comparator is used to limit the current angle after correction angle compensation output by the current command angle compensation module to the current angle preset by the current angle preset module;
电流给定幅值补偿模块的输入为有功功率与实时功率之差△P，经过比例积分调节，输出电流给定幅值调节量；The input of the current given amplitude compensation module is the difference △P between the active power and the real-time power. After proportional and integral adjustment, the output current given amplitude adjustment value;
电流给定矢量修正模块的输入为经过电流给定幅值补偿模块输出的电流给定幅值调节量补偿后的电流大小|i|，基于电流角度预设模块预设的电流角度，计算出弱磁控制后的dq电流指令。The input of the current given vector correction module is the current size |i| after the current given amplitude adjustment amount compensated by the output of the current given amplitude compensation module. Based on the current angle preset by the current angle preset module, the weak dq current command after magnetic control.
进一步地，所述电流闭环调节模块中，通过dq电流指令i dref、i qref与dq电流反馈的偏差分别经过比例积分控制器得到dq电压指令。 Further, in the current closed-loop adjustment module, the dq voltage command is obtained through the proportional integral controller through the deviation of the dq current command idref , i qref and the dq current feedback, respectively.
进一步地，所述调制比偏差计算模块中，MI max与MI ref之差△MI 0为： Further, in the modulation ratio deviation calculation module, the difference ΔMI 0 between MI max and MI ref is:
△MI 0＝MI ref-MI max △MI 0 =MI ref -MI max
Figure PCTCN2022070799-appb-000011
Figure PCTCN2022070799-appb-000011
其中，v d_ref、v q_ref为dq电压指令，V dc为母线电压。 Wherein, v d_ref and v q_ref are dq voltage commands, and V dc is the bus voltage.
进一步地，所述电流指令角度补偿模块中，校正角度△θ：Further, in the current command angle compensation module, the correction angle Δθ:
Figure PCTCN2022070799-appb-000012
Figure PCTCN2022070799-appb-000012
其中，k p、k i为比例积分补偿器的比例系数、积分系数；△MI为调制比偏差。 Among them, k p , k i are the proportional coefficient and integral coefficient of the proportional integral compensator; ΔMI is the modulation ratio deviation.
进一步地，所述电流角度预设模块对电机的定向进行最大转矩电流比MTPA电流角度曲线刻画限制，将电流角度预设为θ pre。 Further, the current angle presetting module performs a maximum torque current ratio MTPA current angle curve characterization limit on the orientation of the motor, and presets the current angle as θ pre .
进一步地，所述电流指令角度限制比较器用于将电流角度限制为：Further, the current command angle limit comparator is used to limit the current angle to:
θ+△θ≥θ pre θ+△θ≥θ pre
其中，θ为弱磁控制之前的电流角度。Among them, θ is the current angle before field weakening control.
进一步地，所述电流给定幅值补偿模块中，电流给定幅值调节量△i：Further, in the current given amplitude compensation module, the current given amplitude adjustment amount Δi:
Figure PCTCN2022070799-appb-000013
Figure PCTCN2022070799-appb-000013
△P＝P tab-P calcu △P＝ Ptab - Pcalcu
P calcu＝U bus×I bus P calcu = U bus ×I bus
其中，P tab为有功功率，P calcu为实时功率；U bus为对母线电压的采样值，I bus为对母线电流的采样值；k pP、k iP为电流给定幅值补偿模块中比例积分的比例系数、积分系数。 Among them, P tab is the active power, P calcu is the real-time power; U bus is the sampling value of the bus voltage, I bus is the sampling value of the bus current; k pP , k iP are the proportional integral in the current given amplitude compensation module The proportional coefficient and integral coefficient of .
进一步地，所述电流给定矢量修正模块中，计算dq电流指令i dref、i qref： Further, in the current given vector correction module, the dq current commands idref and i qref are calculated:
Figure PCTCN2022070799-appb-000014
Figure PCTCN2022070799-appb-000014
Figure PCTCN2022070799-appb-000015
Figure PCTCN2022070799-appb-000015
|i|＝|i| origin+△i |i|＝|i| origin +△i
其中，|i| origin为弱磁控制之前的电流大小。 Among them, |i| origin is the current magnitude before field weakening control.
本发明的有益效果如下：The beneficial effects of the present invention are as follows:
(1)本发明调节方向永远是弱磁向，不会出现反复调节造成的失稳；(1) The adjustment direction of the present invention is always the weak magnetic direction, and the instability caused by repeated adjustment will not occur;
(2)本发明通过引入dq电流同时修正，可以将抗电压饱和的压力分摊至dq电流，避免因单轴电流调节过多而导致输出转矩偏差过大；(2) In the present invention, by introducing the dq current for simultaneous correction, the pressure against voltage saturation can be apportioned to the dq current, so as to avoid excessive output torque deviation due to excessive uniaxial current regulation;
(3)本发明在保证***受控不失稳的传统弱磁目标的同时，保证了扭矩的精度。(3) The present invention ensures the accuracy of the torque while ensuring the traditional weak magnetic target that the system is controlled and not unstable.
附图说明Description of drawings
图1是一种弱磁控制现有技术的拓扑结构框图；Fig. 1 is a topological structure block diagram of the prior art of field weakening control;
图2是本发明整体拓扑结构框图；Fig. 2 is the overall topology structure block diagram of the present invention;
图3是调制比偏差计算环节示意图；Fig. 3 is the schematic diagram of the calculation link of modulation ratio deviation;
图4是电流指令角度补偿模块示意图；4 is a schematic diagram of a current command angle compensation module;
图5是电流角度预设模块设定预设角度示意图；其中，电流的单位均为A；5 is a schematic diagram of setting a preset angle by a current angle preset module; wherein, the unit of the current is A;
图6是电流给定幅值补偿模块示意图；6 is a schematic diagram of a current given amplitude compensation module;
图7是弱磁区电流角度修正示意图；其中，电流的单位均为A；FIG. 7 is a schematic diagram of the current angle correction in the weak magnetic region; wherein, the unit of the current is A;
图8是修正前后电流角度变化趋势示意图；其中，电流的单位均为A，1为修正前，2为修正后；Figure 8 is a schematic diagram of the change trend of the current angle before and after the correction; wherein, the unit of the current is A, 1 is before the correction, and 2 is after the correction;
图9是修正前后电流角度对比图；Figure 9 is a comparison diagram of the current angle before and after correction;
图10为电驱***M1和M2的实测的电流-扭矩曲线的对比图；其中，扭矩的单位为Nm，电流的单位为A；10 is a comparison diagram of the measured current-torque curves of the electric drive systems M1 and M2; wherein, the unit of torque is Nm, and the unit of current is A;
图11为电驱***M1和M3的实测的电流-扭矩曲线的对比图；其中，扭矩的单位为Nm，电流的单位为A。11 is a comparison diagram of the measured current-torque curves of the electric drive systems M1 and M3; wherein, the unit of torque is Nm, and the unit of current is A.
具体实施方式Detailed ways
本发明在保证驱动***安全的同时，尽可能减小弱磁控制环节对驱动***输出转矩的影响。为达到上述目的，如图2所示，本发明一种基于直流功率的车用永磁同步电机矢量控制方法，包括：While ensuring the safety of the drive system, the present invention minimizes the influence of the field weakening control link on the output torque of the drive system. In order to achieve the above purpose, as shown in Figure 2, a DC power-based vector control method for a permanent magnet synchronous motor for vehicles of the present invention includes:
1、电流闭环调节模块：该部分为本发明的依赖模块，其作用是通过dq电流指令i dref、i qref与dq电流反馈的偏差分别经过比例积分PI控制器得到dq电压指令v dqref。 1. Current closed-loop adjustment module: This part is the dependent module of the present invention, and its function is to obtain the dq voltage command v dqref through the proportional integral PI controller through the dq current command i dref , the deviation of the i qref and the dq current feedback, respectively.
2、调制比偏差计算模块：如图3所示，MI ref由电流闭环调节模块输出的dq电压指令平方和开方得到： 2. Modulation ratio deviation calculation module: As shown in Figure 3, MI ref is obtained from the square and square root of the dq voltage command output by the current closed-loop regulation module:
Figure PCTCN2022070799-appb-000016
Figure PCTCN2022070799-appb-000016
其中，v d_ref、v q_ref为v dqref的dq分量，V dc为母线电压；然后由期望的控制***最大调制比MI max与期望的调制比MI ref作差得到△MI 0： Among them, v d_ref and v q_ref are the dq components of v dqref , and V dc is the bus voltage; then, ΔMI 0 is obtained by the difference between the expected maximum modulation ratio MI max of the control system and the expected modulation ratio MI ref :
△MI 0＝MI ref-MI max △MI 0 =MI ref -MI max
再经过低通滤波器(LPF)得到调制比偏差△MI；其中，低通滤波器的作用在于去除dq电流闭环调节模块中的高频噪声，使输出弱磁控制装置平滑输出电流修正量，防止电机转矩有较大的波动。Then, the modulation ratio deviation ΔMI is obtained through a low-pass filter (LPF); among them, the function of the low-pass filter is to remove the high-frequency noise in the dq current closed-loop adjustment module, so that the output field weakening control device can smooth the output current correction amount and prevent The motor torque fluctuates greatly.
3、电流指令角度补偿模块：如图4所示，以调制比偏差计算模块的输出△MI为输入，经过比例积分PI补偿器后，输出量为校正角度△θ：3. Current command angle compensation module: As shown in Figure 4, with the output △MI of the modulation ratio deviation calculation module as the input, after passing through the proportional integral PI compensator, the output is the corrected angle △θ:
Figure PCTCN2022070799-appb-000017
Figure PCTCN2022070799-appb-000017
其中，k p、k i为比例积分补偿器的比例系数、积分系数。 Among them, k p and k i are the proportional coefficient and integral coefficient of the proportional integral compensator.
4、电流角度预设模块：如图5所示，对标准电机的定向进行最大转矩电流比MTPA电流角度曲线刻画限制，根据dq电流曲线在MTPA(1000rpm)进行赋值，电流角度预设为θ pre。 4. Current angle preset module: As shown in Figure 5, the maximum torque current ratio MTPA current angle curve is limited to the orientation of the standard motor, and the value is assigned in MTPA (1000rpm) according to the dq current curve, and the current angle is preset as θ pre .
5、电流指令角度限制比较器：将电流指令角度补偿模块补偿后的角度限定在电流角度预设模块的预设角度θ pre之上，θ+△θ≥θ pre；其中，θ为弱磁之前电流矢量的角度。 5. The current command angle limit comparator: the angle after the compensation of the current command angle compensation module is limited to above the preset angle θ pre of the current angle preset module, θ+△θ≥θ pre ; Wherein, θ is before the field weakening The angle of the current vector.
6、电流给定幅值补偿模块：在电流指令角度补偿模块完成角度补偿后，认为***已经满足弱磁之稳定性要求，进而对其出力进行校正。6. Current given amplitude compensation module: After the current command angle compensation module completes the angle compensation, it is considered that the system has met the stability requirements of weak magnetic field, and then its output is corrected.
实时计算功率P calcu： Calculate the power P calcu in real time:
P calcu＝U bus×I bus P calcu = U bus ×I bus
其中，U bus为对母线电压V dc的采样值，I bus为对母线电流I dc的采样值。 Wherein, U bus is the sampling value of the bus voltage V dc , and I bus is the sampling value of the bus current I dc .
将此时应运行的直流功率P tab与实时计算出的功率P calcu做差： Make the difference between the DC power P tab that should be running at this time and the power P calcu calculated in real time:
△P＝P tab-P calcu △P＝ Ptab - Pcalcu
其中，直流功率P tab通过查表得到。 Among them, the DC power P tab is obtained by looking up the table.
将△P作为电流给定幅值补偿模块的输入，如图6所示，再经比例积分PI调节出电流给定幅值调节量△i：Take △P as the input of the current given amplitude compensation module, as shown in Figure 6, and then adjust the current given amplitude adjustment amount △i through the proportional integral PI:
Figure PCTCN2022070799-appb-000018
Figure PCTCN2022070799-appb-000018
其中，k pP、k iP为电流给定幅值补偿模块中比例积分的比例系数、积分系数。 Among them, k pP and k iP are the proportional coefficient and integral coefficient of the proportional integral in the current given amplitude compensation module.
7、电流给定矢量修正模块(sin/cos)：综合模块电流角度预设模块和电流给定幅值补偿模块，计算出dq轴弱磁后的电流i dref、i qref如下： 7. Current given vector correction module (sin/cos): The current angle preset module and the current given amplitude compensation module of the integrated module are used to calculate the current idref and i qref after the dq-axis field weakening is as follows:
Figure PCTCN2022070799-appb-000019
Figure PCTCN2022070799-appb-000019
Figure PCTCN2022070799-appb-000020
Figure PCTCN2022070799-appb-000020
|i|＝|i| origin+△i |i|＝|i| origin +△i
其中，|i| origin为弱磁之前电流矢量的大小，|i|是经过△i补偿后的电流矢量幅值大小。 Among them, |i| origin is the magnitude of the current vector before the field weakening, and |i| is the magnitude of the current vector after △i compensation.
本实施例基于上述所有模块构建电驱***M1，获得同一电驱***M1下的测试数据如图7～9，证明电流角度预设模块、电流指令角度限制比较器、电流给定矢量修正模块的有效性。如图7所示，从箭头指出的弱磁拐点开始，电流指令角度限制比较器和电流给定矢量修正模块开始作用，dq电流运行曲线发生相应角度的变化。如图8所示，电流角度在弱磁区自动进行了修正。如图9所示，图中曲线斜率不为1时，表示实际角度大于预设角度θ pre，从120°之后电流给定矢量修正模块对角度的进行修正，圆圈内为修正效果。 This embodiment builds an electric drive system M1 based on all the above modules, and obtains test data under the same electric drive system M1 as shown in Figures 7-9, which proves that the current angle preset module, the current command angle limit comparator, and the current given vector correction module effectiveness. As shown in Figure 7, starting from the field weakening inflection point indicated by the arrow, the current command angle limit comparator and the current given vector correction module start to function, and the dq current operation curve changes correspondingly. As shown in Figure 8, the current angle is automatically corrected in the field weakening region. As shown in Figure 9, when the slope of the curve in the figure is not 1, it means that the actual angle is greater than the preset angle θ pre , and the current given vector correction module corrects the angle after 120°, and the correction effect is in the circle.
去除电驱***M1中的电流给定幅值补偿模块得到另一电驱***M2，且设定M2的电流采样增益高于M1，上浮比例为3％；如图10所示，电驱***M2的电流采样增益大于M1，导致M2实际扭矩小于M1。在电驱***M2中加入电流给定幅值补偿模块得到电驱***M3，M2和M3的电流采样增益相同。如图11所示，使用电流给定幅值补偿模块的电驱***M3的扭矩与M1基本一致。综上，图10～11证明了电流给定幅值补偿模块的有效性。The current given amplitude compensation module in the electric drive system M1 is removed to obtain another electric drive system M2, and the current sampling gain of M2 is set higher than that of M1, and the floating ratio is 3%; as shown in Figure 10, the electric drive system M2 The current sampling gain of is greater than that of M1, resulting in the actual torque of M2 being less than that of M1. The electric drive system M3 is obtained by adding a current given amplitude compensation module to the electric drive system M2, and the current sampling gains of M2 and M3 are the same. As shown in FIG. 11 , the torque of the electric drive system M3 using the current given amplitude compensation module is basically the same as that of M1 . To sum up, Figures 10 to 11 prove the effectiveness of the current given amplitude compensation module.

Claims (6)

  1. 一种基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，包括电流闭环调节模块、调制比偏差计算模块、电流指令角度补偿模块、电流角度预设模块、电流指令角度限制比较器、电流给定幅值补偿模块和电流给定矢量修正模块；A DC power-based vector control method for a permanent magnet synchronous motor for vehicles, characterized in that it includes a current closed-loop adjustment module, a modulation ratio deviation calculation module, a current command angle compensation module, a current angle preset module, and a current command angle limit comparator , current given amplitude compensation module and current given vector correction module;
    电流闭环调节模块的输入为电流给定矢量修正模块输出的dq电流指令，经过比例积分控制器后，输出dq电压指令；The input of the current closed-loop adjustment module is the dq current command output by the current given vector correction module, and after passing through the proportional integral controller, the dq voltage command is output;
    调制比偏差计算模块的输入为电流闭环调节模块输出的dq电压指令，经过平方和开方得到期望的调制比MI ref后，与期望的控制***最大调制比MI max作差，再经过低通滤波器后，输出调制比偏差△MI； The input of the modulation ratio deviation calculation module is the dq voltage command output by the current closed-loop adjustment module. After the desired modulation ratio MI ref is obtained through the square and square root, the difference is made with the desired maximum modulation ratio MI max of the control system, and then low-pass filtering is performed. After the controller, the output modulation ratio deviation △MI;
    电流指令角度补偿模块的输入为调制比偏差计算模块输出的调制比偏差，经过比例积分补偿器后，输出校正角度△θ；The input of the current command angle compensation module is the modulation ratio deviation output by the modulation ratio deviation calculation module. After passing through the proportional integral compensator, the corrected angle △θ is output;
    电流角度预设模块用于预设电流角度θ pre； The current angle preset module is used to preset the current angle θ pre ;
    电流指令角度限制比较器用于将电流指令角度补偿模块输出的校正角度补偿后的电流角度，限定在电流角度预设模块预设的电流角度之上：The current command angle limit comparator is used to limit the current angle after correction angle compensation output by the current command angle compensation module to the current angle preset by the current angle preset module:
    θ+△θ≥θ pre θ+△θ≥θ pre
    其中，θ为弱磁控制之前的电流角度；Among them, θ is the current angle before field weakening control;
    电流给定幅值补偿模块的输入为有功功率与实时功率之差△P，经过比例积分调节，输出电流给定幅值调节量△i；其中，实时功率P calcu为： The input of the current given amplitude compensation module is the difference △P between the active power and the real-time power. After proportional and integral adjustment, the output current given amplitude adjustment value △i; among them, the real-time power P calcu is:
    P calcu＝U bus×I bus P calcu = U bus ×I bus
    式中，U bus为对母线电压的采样值，I bus为对母线电流的采样值； In the formula, U bus is the sampling value of the bus voltage, and I bus is the sampling value of the bus current;
    电流给定矢量修正模块的输入为经过电流给定幅值补偿模块输出的电流给定幅值调节量补偿后的电流大小|i|，基于电流角度预设模块预设的电流角度，计算出弱磁控制后的dq电流指令i dref、i qref： The input of the current given vector correction module is the current size |i| after compensation of the current given amplitude adjustment amount output by the current given amplitude compensation module. Based on the current angle preset by the current angle preset module, the weak The dq current commands i dref and i qref after the magnetic control:
    Figure PCTCN2022070799-appb-100001
    Figure PCTCN2022070799-appb-100001
    Figure PCTCN2022070799-appb-100002
    Figure PCTCN2022070799-appb-100002
    |i|＝|i| origin+△i |i|＝|i| origin +△i
    其中，|i| origin为弱磁控制之前的电流大小。 Among them, |i| origin is the current magnitude before field weakening control.
  2. 根据权利要求1所述基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，所述电流闭环调节模块中，通过dq电流指令i dref、i qref与dq电流反馈的偏差分别经过比例积分控制器得到dq电压指令。 The method for vector control of a permanent magnet synchronous motor for a vehicle based on DC power according to claim 1, wherein, in the current closed-loop adjustment module, the deviations of the dq current command idref , i qref and the dq current feedback are respectively proportional to The integral controller gets the dq voltage command.
  3. 根据权利要求2所述基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，所述调制比偏差计算模块中，MI max与MI ref之差△MI 0为： The DC power-based vector control method for a permanent magnet synchronous motor for vehicles according to claim 2, wherein, in the modulation ratio deviation calculation module, the difference ΔMI 0 between MI max and MI ref is:
    △MI 0＝MI ref-MI max △MI 0 =MI ref -MI max
    Figure PCTCN2022070799-appb-100003
    Figure PCTCN2022070799-appb-100003
    其中，v d_ref、v q_ref为dq电压指令，V dc为母线电压。 Wherein, v d_ref and v q_ref are dq voltage commands, and V dc is the bus voltage.
  4. 根据权利要求3所述基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，所述电流指令角度补偿模块中，校正角度△θ：The vector control method for a permanent magnet synchronous motor for a vehicle based on DC power according to claim 3, wherein, in the current command angle compensation module, the correction angle Δθ:
    Figure PCTCN2022070799-appb-100004
    Figure PCTCN2022070799-appb-100004
    其中，k p、k i为比例积分补偿器的比例系数、积分系数；△MI为调制比偏差。 Among them, k p , k i are the proportional coefficient and integral coefficient of the proportional integral compensator; ΔMI is the modulation ratio deviation.
  5. 根据权利要求4所述基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，所述电流角度预设模块对电机的定向进行最大转矩电流比MTPA电流角度曲线刻画限制，将电流角度预设为θ pre。 The vector control method for a permanent magnet synchronous motor for a vehicle based on DC power according to claim 4, wherein the current angle preset module performs a maximum torque current ratio MTPA current angle curve characterization limit on the orientation of the motor, and the current The angle is preset to θ pre .
  6. 根据权利要求5所述基于直流功率的车用永磁同步电机矢量控制方法，其特征在于，所述电流给定幅值补偿模块中，电流给定幅值调节量△i：The DC power-based vector control method for a permanent magnet synchronous motor for vehicles according to claim 5, wherein, in the current given amplitude compensation module, the current given amplitude adjustment amount Δi:
    Figure PCTCN2022070799-appb-100005
    Figure PCTCN2022070799-appb-100005
    △P＝P tab-P calcu △P＝ Ptab - Pcalcu
    其中，P tab为有功功率；k pP、k iP为电流给定幅值补偿模块中比例积分的比例系数、积分系数。 Among them, P tab is the active power; k pP and k iP are the proportional and integral coefficients of the proportional integral in the current given amplitude compensation module.
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